Internal-combustion engine.



J. MOVICKER. INTERNAL GOMBUSTION ENGINE.

2 SHEETS-SHEET 1.

APPLICATION FILED APR. 2, 1907.

mr Hemus Prrsns ca, wAsmNGroN, n. c.

No. 887,502. PATENTE- ID MAY l2, 1908. W. J. MGVIGKER.

INTERNAL GUMBUSTION ENGINE.

APPLICATION FILED un. 2, 19o?.

2 SHEETS-SHEET 2.

THE :voulus PerERs co., wAsmNcnN. D- C' UNITED STATES PATENT OFFICE.

WALTER .1. MCVICKER, O'F ALHA, lll'ICI-IIGAN, ASSIGNOR TO ALMA MANUFACTURING COMPANY, OF ALMA, MICHIGAN, A CORPORATION OF MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, WALTER J. B'leVIcxnn, a citizen of the United States, residing at Alma, Gratiot county, Micl'iigan, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

My invention pertains to internal combustion engines and relates more particularly to means for controlling the exhaust valve by the force or through the influence of the pressure in the main cylinder of the engine.

The object of my invention is to provide simple and efficient mechanism for controlling or operating the exhaust valve at the proper moment, that is after the ignition or explosion has taken place in the main cylinder, which mechanism is actuated by an operating connection with the main shaft and which is controlled in its action by the pressure in the main cylinder.

My invention also contemplates, in connection with said exhaust valve operating mechanism suitable means for operating a fuel pump which is operated simultaneouslyT with said mechanism and is also capable of independent manual operation when it is desired to supply the carburetor with fuel when the engine is at rest.

The various features of advantage and utility of my improvements will be apparent from the description hereinafter given.

In the drawings, Figure 1 is a side elevation of my engine showing certain of the parts in section; and Fig. 2 a plan view of the engine showing the cylinder and exhaust mechanism in section.

Inasmuch as my invention relates to certain improvements to an internal combustion engine, such engine need not be described in detail and it is therefore sufficient to say that the same consists of a main or engine cylinder 1, a piston 2 traveling therein and connected by means of the piston rod 3 to the crank shaft 4 which has suitable bearings in a main frame 5 and whichhas mounted on its opposite ends the Vfly wheels 6. The engine also has a suitable inlet valve 7 and a carbureter 8, communicating and coperating with said main cylinder.

The exhaust valve 9, with which my improvements coperate as hereinafter described, is of the usual construction with the exception that its valve stem 10 is comparatively short and is .not connected positively Specification of Letters Patent.

Application led April 2, 1907.

Patented May 12, 1908.

serial No. 365,912.

with any moving parts of the engine but is adapted to be operated or positively actuated by mechanism which is placed in operative position only after the ignition or explosion has taken place in the main cylinder. This exhaust valve is normally held closed by means of a coiled spring surrounding said valve stem 10 and bearing at its inner end against the exhaust valve casing 12 and at its outer end against a collar 13 secured towards the outer end of the valve stem.

At one side of the engine cylinder and adljacent the outer end of the valve stem l() is formed a supplemental casing or cylinder 14, whose interior is preferably of two diameters or bores, thereby forlning an outer chamber 14, which (mmmunieates with the engine cylinder by means of a port and passage 15, and a smaller chamber 14h in which is arranged to travel a piston head 16 whose rod or stem 17 is projected upwardly and whose extended central longitudinal axis is in position to intersect the extended longitudinal axis of thevalve stem 10. The upper end of the piston rod 17 works in a channel formed by the two extensions or guides 1S projecting upwardly from the casing l-l. These guides are intended to receive between them the valve operating rod 19, which rests at all times upon the upper end of the piston rod 17 and is controlled, as to its operative position, by means of said piston, which, in turn, is controlled by the pressure in the engine cylinder. This valve operating rod 19 is screwed or otherwise secured at its rearward end to a rod connection 20, which is itself pivotally connected to the upper end of a bell crank 21 pivoted on the fixed axis 22. The upper end of the bell crank has a rearwardly extending portion 21L which is bifurcated and provided with bearings for a cam roller 23. This cam roller is adapted to cooperate with the cam 24 secured to the crank shaft of the engine. The cam roller is held to the surface of the cam with a yielding pressure, in the present instance by means of the coiled spring 25 connected at its forward end to the bell crank 21 and at its other end to the tension adjusting rod 26.

lt will now be evident that the reciprocating movements of the valve operating rod l) are controlled positively by means of the cam 241 and that such movements are accurately timed by reason of the proper adjusted position of the cam 24 on the crank shaft. Except when it is time to open the exhaust valve the valve rod 19 is in its lowermost position as to itsv forward end, which rests upon the upper end of the piston rod 17, for at this time the piston 16 is at its lowermost position. hen, however, the ignition or explosion takes place and after the piston 2O has cleared or uncovered the port 15 the pressure in the cylinder is instantly communicated to the chamber 14a, with the result that the piston 16 is forced upwardly and the valve operating -rod 19 thereby raised to a position of alinement with the exhaust valve rod 10. Then at the proper moment the fat side or portion of the cam 24 engages the cam roller 23 and forces the rod 19 forwardly and thereby opens the exhaust valve.

lnasmuch as the valve rod 19 is positivelyT actuated or reciprocated at the proper' time by the cam 24, the forward end of said rod may be brought into its position of alinement with the exhaust valve rod 10 a short interval of time prior to the reciprocation of such rod and it is therefore evident that by means of the construction described l am enabled to overcome the necessity of the accurate locating or placing of the port 15 in the engine cylinder.

As hereinbefore stated, my invention also contemplates the operation of a fuel pump by connection with the mechanism which operates or controls the exhaust valve. As shown Imore particularly in Fig. 1, the fuel pump 274is connected with a source of fuel through a'pipe 28 and with the carbureter through a supply pipe 29. rI`his pump has a plunger' 30 whose upper end is pivotally connected by means of the links 31 with the forwardly extending arm or member 21b of the bell crank 21. lt is obvious that at every forward reciprocation of the valve operating rod 19 'the plunger 30 is depressed and the pump thereby operated, with the result that fuel is pumped through the pipe 29 to the ca rbureter 8. Moreover, the arrangement and construction of this pump and its operating connections are such that the plunger may be operated independently of the cam 24 by manually reciprocating the Valve rod 19, the operator in such case taking hold of the rod connection 20, which is fashioned pose.

I claim:

l. In an internal combustion engine, the

combination, with the engine cylinder and its exhaust valve and with the shaft driven by the engine, of a valve operating rod normally out of operative relationship with the exhaust but responsive to the pressure in the engine cylinder and adapted to be placed in operative relationship after ignition or explosion in such cylinder, a bell-crank to Which one end of the rod is pivoted, a cam mounted on said shaft and arranged to rock the bellcrank, and means for holding such bell-crank towards the cam with a yielding pressure.

2. In an internal combustion engine, the combination, with the engine cylinder and its exhaust valve and with the shaft driven by the engine, of a valve operating rod normally out of operative relationship with the exhaust but responsive to the pressure in the engine cylinder and adapted to beplaced in operative relationship after ignition or explosion in such cylinder, a bell-cranlr'to whicl'i one end of the rod is pivoted, a cam-roller on the bell-crank, a cam mounted on the shaft and arranged to cooperate with the camroller and thereby rock the bell-crank, and a spring for holding the cam-roller against the cam.

3. In an internal combustion engine, the combination, with the engine cylinder and its exhaust valve and with the shaft driven by the engine, of a valve operating rod normally out of operative relationship with the exhaust but responsive to the pressure in the engine cylinder and adapted to be placed in operative relationship after ignition or explosion in such cylinder7 a bell-crank to which one end of the rod is pivoted, a cam-roller on the bell-crank, a cam mounted on the shaft and arranged to 'cooperate with the camroller and thereby rock the bell-crank, and a fuel pump having a 1plunger operatively connected with the bel -cranl WALTER J. MCVICKER.

/Vitnesses i GLENN S. BICNTYRE, H. C. RICHARDSON. 

